Ford Releases EcoBoost V-6 Teardown Video

Ford Releases EcoBoost V-6 Teardown Video

Ford has released video of the public teardown and inspection of a "torture tested" 3.5-liter EcoBoost twin-turbo V-6 used in the latest F-150.

In addition to the Mike Rowe-narrated footage, Ford also released new findings about the engine that answer several questions raised by our readers in our earlier coverage of this story.

Key findings, according to Ford:

  • Turbochargers: No visual issues with the compressor or turbine, which rotated freely.
  • Pistons: Rings spun freely and pistons showed no obvious signs of wear.
  • Carbon deposits: Nominal. Carbon deposits can vary based on quality of fuel used and when in the cycle the engine was stopped.
  • Cylinder leakdown test: The engine’s cylinders are pressurized with 100 pounds of air pressure to measure the sealing performance of the rings and valves. The results of the cylinder leakdown test ranged from 6 percent to 13 percent, well within manufacturing tolerances, and as demonstrated by the dyno test, had no affect on the engine's performance.

Why was the EcoBoost engine so clean? The comparative lack of engine sludge/grime indicates that the engine’s positive crankcase ventilation system and the recommended Motorcraft 5W-30 off-the-shelf synthetic blend motor oil worked in harmony to contribute to clean engine operation.

The PCV system essentially “recycles” crankcase gases back into the intake for reburning, which contributes to improved fuel economy and lower emissions.

In terms of oil consumption, the 2011 F-150 EcoBoost V-6 has a 10,000-mile oil change interval and includes an intelligent oil life monitor, which uses actual engine and vehicle operating conditions to calculate anticipated service intervals more precisely, depending on vehicle operating conditions, as follows:

  • Up to 10,000 miles: normal commuting with highway driving
  • 5,000 to 7,500 miles: trailer tow/high-load driving
  • 3,000 to 5,000 miles: short-trip usage, extreme temperatures

Instead of using a predetermined interval schedule (either by time or mileage), the IOLM tells customers through the truck's message center when to change the oil, based on their driving habits and engine operating conditions.

[Source: Ford]


So has the decision for the ecoboost 2.4 I4 been made already?

pretty hard t0 come up with much more creative design than using a turbo (or 2) . i mean, what, you wanna wait til someone designs a Hybrid Hemi Turbo'd engine with displacement management? imagine being an engineer or computer programmer on THAT product!
As this is what they call an LPT (Low Pressure Turbo) setup, i'm not too concerned about the top-end durability. Rather, i'd like more info on the approach they took on the actual engine block design/material choices. from what i have been told and read, the new blocks are all die-cast aluminum which concerns me somewhat. is Cast Iron a thing of the past?

I used to drive GM but I switched to Ford the last 6 years they are awesome believe me they are built tough!

I remember reading similar results for Ford's Triton 5.4 3V. Needless to say, the Triton could be the most annoying costly engine ever produced. In fact, two Tritons later I am too scared to ever buy another Ford product.

Mike, we used to trust you. Now you're apparently just another corporate shill spouting off about things you have no knowledge of.

And I am the customer base. The 4 Fords I own are sitting in my garage and driveway right now. Based on what I've read the Chevy LS/LT looks like a much better choice.

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